Anti-slope control method and device

Abstract

The embodiment of the present invention discloses an anti-slope control method and device. The anti-slope control method includes: after the vehicle to be controlled enters the anti-slope mode, determining the motor demand torque based on the dynamic balance condition, and using the motor demand torque to adjust the motor of the vehicle to be controlled once; judging whether the stall time of the motor of the vehicle to be controlled exceeds the preset time; if so, using PID control to perform a secondary adjustment on the motor demand torque based on the difference between the current motor speed and the target motor speed. This application solves the technical problem of the inability to predict and control the anti-slope in advance in the prior art by using the dynamic balance condition to perform a primary coarse adjustment on the motor torque and then using PID control to perform a secondary fine adjustment on the motor torque. This achieves the technical effect of predicting and controlling vehicle slope sliding in advance and being able to accurately control the vehicle's motor torque.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of vehicle control technology, and in particular to a slope prevention control method and device. Background Art

[0002] At present, PID control is usually used to prevent vehicles from sliding downhill. However, PID control can only be used to output a large torque to prevent the vehicle from sliding downhill after the motor speed increases after the vehicle slides downhill. This makes it easy to "know it too late" and it is impossible to predict in advance whether the vehicle will slide downhill, causing the entire vehicle to slide downhill later. Summary of the Invention

[0003] The embodiments of the present invention provide a method and device for preventing landslides, which solve the technical problem in the prior art that landslide prevention cannot be predicted and controlled in advance.

[0004] An embodiment of the present invention provides a slope prevention control method, characterized in that the slope prevention control method includes:

[0005] After the vehicle to be controlled enters the anti-slope mode, determining a motor demand torque based on a dynamic balance condition, and adjusting the motor of the vehicle to be controlled once using the motor demand torque;

[0006] Determining whether the stall time of the motor of the vehicle to be controlled exceeds a preset time period;

[0007] If so, PID control is used to perform a secondary adjustment on the motor required torque based on the difference between the current motor speed and the target motor speed.

[0008] Furthermore, when the motor required torque is secondarily adjusted using PID control, if PID adjustment fluctuation occurs, the anti-slope control method further includes:

[0009] Obtaining a speed fluctuation value of the motor and generating a speed fluctuation curve;

[0010] determining a peak value, a trough value, and a fluctuation attenuation rate of the rotational speed based on the rotational speed fluctuation curve;

[0011] Adaptive adjustment of the required torque of the motor is achieved by utilizing the peak value, the trough value, and the fluctuation attenuation rate.

[0012] Furthermore, determining the peak value, trough value, and fluctuation attenuation rate of the rotational speed based on the rotational speed fluctuation curve includes:

[0013] determining a slope of the speed fluctuation curve based on the speed fluctuation curve;

[0014] The extreme point of the rotational speed fluctuation curve and the fluctuation attenuation rate are determined based on the slope, wherein the extreme point includes the peak value and the trough value.

[0015] Furthermore, the adaptive adjustment of the motor demand torque by utilizing the peak value, the trough value, and the fluctuation attenuation rate includes:

[0016] Determining whether the speed fluctuation curve converges by using the peak value, the trough value, and the fluctuation attenuation rate;

[0017] If so, the motor required torque is attenuated by a preset adjustment amount using a least square method or a golden ratio segmentation method to achieve adaptive adjustment of the motor required torque.

[0018] Furthermore, the anti-slope control method also includes: if the speed fluctuation curve does not converge, using the least squares method or the inverse of the golden ratio segmentation method to attenuate the motor demand torque by the preset adjustment amount to achieve adaptive adjustment of the motor demand torque.

[0019] Furthermore, before determining the motor required torque based on the dynamic balance condition, the anti-slope control method further includes:

[0020] Obtain the anti-slope rolling mark of the vehicle to be controlled, and determine whether the vehicle to be controlled is in the anti-slope rolling mode.

[0021] Furthermore, after completing the secondary adjustment of the motor required torque, the anti-slope control method further includes:

[0022] Obtaining a current motor speed of the vehicle to be controlled, and determining whether the current motor speed exceeds a preset motor speed;

[0023] If so, exit the PID control.

[0024] Furthermore, after completing the secondary adjustment of the motor required torque, the anti-slope control method further includes:

[0025] The motor demand torque after the secondary adjustment under the current working condition is stored, and when the controlled vehicle is powered on again and enters the anti-slope mode, the stored motor demand torque is used to compensate the torque of the motor.

[0026] Furthermore, before determining whether the stall time of the motor of the vehicle to be controlled exceeds a preset time, the anti-slope control method further includes:

[0027] Determine whether a motor of the vehicle to be controlled is stalled.

[0028] An embodiment of the present invention further provides an anti-slope control device, the anti-slope control device comprising:

[0029] a primary adjustment unit, configured to determine a motor demand torque based on a dynamic balance condition after the vehicle to be controlled enters the anti-slope mode, and to perform a primary adjustment on the motor of the vehicle to be controlled using the motor demand torque;

[0030] A time judgment unit, used to judge whether the stall time of the motor of the vehicle to be controlled exceeds a preset time length;

[0031] The secondary adjustment unit is configured to, if the judgment result of the time judgment unit is yes, use PID control to perform secondary adjustment on the motor required torque based on the difference between the current motor speed and the target motor speed.

[0032] The embodiment of the present invention discloses an anti-slope control method and device. The anti-slope control method includes: after the vehicle to be controlled enters the anti-slope mode, determining the motor demand torque based on the dynamic balance condition, and using the motor demand torque to adjust the motor of the vehicle to be controlled once; judging whether the stall time of the motor of the vehicle to be controlled exceeds the preset time; if so, using PID control to perform a secondary adjustment on the motor demand torque based on the difference between the current motor speed and the target motor speed. This application solves the technical problem of the inability to predict and control the anti-slope in advance in the prior art by using the dynamic balance condition to perform a primary coarse adjustment on the motor torque and then using PID control to perform a secondary fine adjustment on the motor torque. This achieves the technical effect of predicting and controlling vehicle slope sliding in advance and being able to accurately control the vehicle's motor torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a flow chart of a slope prevention control method provided by an embodiment of the present invention;

[0034] Figure 2 This is a schematic diagram of adjusting motor torque and motor speed provided by an embodiment of the present invention;

[0035] Figure 3 It is a structural diagram of an anti-slope device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0036] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0037] It should be noted that the terms "first," "second," and so on, in the specification, claims, and drawings of the present invention are used to distinguish different objects, and are not intended to limit a specific order. The following embodiments of the present invention can be implemented independently or in combination with each other, and the present invention does not impose specific limitations on this.

[0038] Figure 1 This is a flow chart of an anti-slope control method provided by an embodiment of the present invention.

[0039] like Figure 1 As shown, the anti-slope control method specifically includes the following steps:

[0040] S101 , after the vehicle to be controlled enters the anti-slope mode, determining the motor required torque based on a dynamic balance condition, and adjusting the motor of the vehicle to be controlled using the motor required torque.

[0041] Specifically, the ECU (Electronic Control Unit) obtains the anti-slope flag of the vehicle to be controlled and determines whether it is 1. When the anti-slope flag is 1, it indicates that the vehicle to be controlled is in anti-slope mode. At this time, the ECU will determine the motor's required torque based on the vehicle's dynamic balance conditions. The motor's required torque theoretically satisfies dynamic balance and can maintain the vehicle to be controlled stationary on the slope, i.e., prevent the vehicle to be controlled from sliding down the slope. Using the dynamic balance conditions to obtain the motor's required torque and adjust the motor once is a coarse adjustment of the motor. In order to make the adjustment of the motor more precise, a second fine adjustment of the motor's torque is required.

[0042] Optionally, before determining the motor required torque based on the dynamic balance condition in S101, the anti-slope rolling control method further includes: obtaining an anti-slope rolling flag of the vehicle to be controlled, and determining whether the vehicle to be controlled is in an anti-slope rolling mode.

[0043] Specifically, when the vehicle to be controlled is on a certain slope, if the vehicle to be controlled is in forward gear and the accelerator and brake are not pressed, if the motor speed is less than the set speed value, it indicates that the vehicle to be controlled is in a situation where it may slide down the slope, and the anti-slope flag of the vehicle to be controlled will become 1, indicating that the vehicle to be controlled has entered the anti-slope mode.

[0044] S102, determining whether the stall time of the motor of the vehicle to be controlled exceeds a preset time period.

[0045] Specifically, when the motor uses the motor demand torque to work, there may be two situations. One is that the motor demand torque is too small, less than the minimum torque value that prevents the controlled vehicle from sliding backward, then the controlled vehicle will slide backward, that is, the motor speed is less than 0, so secondary adjustment is required to compensate for the torque, so it is necessary to enter PID control; the other is that the motor demand torque is too large, greater than the minimum torque value that prevents the controlled vehicle from sliding backward, and the controlled vehicle will walk uphill. When it walks to a certain extent, the motor speed decreases to 0, but the power provided by the torque has not been exhausted. At this time, a stall phenomenon will occur, and there is a stall time. When the stall time of the motor of the controlled vehicle exceeds the preset time, the power provided by the torque is exhausted, the speed of the controlled vehicle decreases, and there may be a slipping phenomenon. It is necessary to enter PID (proportional-integral-differential controller) control for secondary adjustment to compensate for the torque, so it is necessary to determine whether the stall time exceeds the preset time, that is, to determine whether it is necessary to enter PID control.

[0046] Optionally, before determining in S102 whether the stall time of the motor of the vehicle to be controlled exceeds a preset time period, the anti-slope control method further includes: determining whether the motor of the vehicle to be controlled is stalled.

[0047] Specifically, before determining whether the stall time exceeds a preset duration, it is first necessary to determine whether the motor of the controlled vehicle is stalled. Only after stalling occurs can it be further determined whether the stall time exceeds the corresponding limit.

[0048] S103: If yes, use PID control to perform secondary adjustment on the motor required torque based on the difference between the current motor speed and the target motor speed.

[0049] Specifically, if the motor stall time of the controlled vehicle exceeds a preset duration, the controlled vehicle enters PID control. The ECU obtains the current motor speed and subtracts it from the target motor speed. Generally, the target motor speed is 0. After obtaining the difference between the current and target motor speeds, the required motor torque is adjusted secondary based on this difference. For example, if the current motor speed is 2000 rpm and the target motor speed is 0, the difference between the two is 2000 rpm.

[0050] Specifically, if the vehicle to be controlled slides backward on the slope, the difference between the two is negative. When the difference between the two is smaller, the torque required is smaller and the force applied is smaller. When the difference between the two is larger, the torque required is larger and the force applied is larger. Based on the above relationship and the proportional relationship between the difference and torque preset based on experience and experiments, the corresponding target torque can be obtained based on the difference between the current motor speed and the target motor speed, and the obtained target torque can be compensated to the motor required torque to complete the secondary fine adjustment of the motor.

[0051] It should be noted that no matter whether the motor torque required by the dynamic balance condition is too large or too small, a secondary adjustment will be performed in the end. During this process, the process parameters of the primary adjustment and the secondary adjustment are recorded. After the controlled vehicle is powered on next time, the corresponding torque parameters can be directly called for anti-slope control, thereby achieving the effect of predicting and preventing vehicle slope sliding.

[0052] This application uses the dynamic balance condition to perform a rough adjustment of the motor torque, and then uses PID control to perform a second fine adjustment of the motor torque, thereby solving the technical problem of the inability to predict and control the anti-slope in advance in the existing technology, and achieving the technical effect of predicting and controlling the vehicle's slope in advance and being able to accurately control the vehicle's motor torque.

[0053] On the basis of the above technical solutions, in S103, when PID control is used to perform secondary adjustment on the motor required torque, if PID adjustment fluctuation occurs, the anti-slope control method also includes: obtaining the speed fluctuation value of the motor and generating a speed fluctuation curve; determining the peak value, trough value and fluctuation attenuation rate of the speed based on the speed fluctuation curve; and using the peak value, trough value and fluctuation attenuation rate to achieve adaptive adjustment of the motor required torque.

[0054] Specifically, when using PID control to perform secondary adjustment on the motor's required torque, since adaptive adjustment is required based on the relationship between the torque and the speed difference, it is easy for the motor speed to fluctuate during the adjustment process. At this time, in order to perform adaptive adjustment more accurately, it is necessary to obtain the motor's speed fluctuation value to generate a speed fluctuation curve, and then use the peak value, trough value and fluctuation attenuation rate in the speed fluctuation curve to gradually determine the speed attenuation value until it decays to the target motor speed.

[0055] Based on the above technical solutions, determining the peak value, trough value and fluctuation attenuation rate of the speed based on the speed fluctuation curve includes: determining the slope of the speed fluctuation curve based on the speed fluctuation curve; determining the extreme point and the fluctuation attenuation rate of the speed fluctuation curve based on the slope, wherein the extreme point includes the peak value and trough value.

[0056] Specifically, for the speed fluctuation curve, the slope of the curve can be obtained by differentiating the curve. It should be noted that since the curve fluctuates up and down, its slope can be positive or negative. After obtaining the slope of the speed fluctuation curve, the extreme points of the speed fluctuation curve are determined based on the slope of the curve and the positive and negative conditions within the preset step range before and after, and the fluctuation attenuation rate of the curve is further determined. Generally speaking, the preset step range can be set to a step size of 10ms. Obviously, the extreme points include maximum and minimum values, that is, peak values ​​and trough values.

[0057] Based on the above technical solutions, the peak value, trough value and fluctuation attenuation rate are used to achieve adaptive adjustment of the motor demand torque, including: using the peak value, trough value and fluctuation attenuation rate to determine whether the speed fluctuation curve converges; if so, using the least squares method or the golden ratio segmentation method to attenuate the motor demand torque by a preset adjustment amount to achieve adaptive adjustment of the motor demand torque.

[0058] Specifically, for a fluctuation curve, its extreme value points and fluctuation attenuation rate can be used to determine whether the fluctuation curve is convergent or non-convergent. Therefore, after obtaining the speed fluctuation curve, its peak value, trough value, and fluctuation attenuation rate can be used to determine whether the speed fluctuation curve is converging. If so, it indicates that the motor speed is developing towards the target motor speed. At this time, the least squares method or golden ratio segmentation method can be used to attenuate the motor demand torque by a preset adjustment amount, so that the motor demand torque can better develop towards the target motor speed.

[0059] For example, taking the golden ratio division method as an example, when the peak value is 2000 rpm and the trough value is -2000 rpm, according to the golden ratio division method, the speed should be (2000-(-2000))*0.618=2472 rpm, and the torque corresponding to the speed of 2472 rpm is output to the motor to achieve secondary adjustment of the motor's required torque.

[0060] On the basis of the above-mentioned technical solutions, the anti-slope control method also includes: if the speed fluctuation curve does not converge, the motor demand torque is attenuated by a preset adjustment amount using the least squares method or the inverse of the golden ratio segmentation method to achieve adaptive adjustment of the motor demand torque.

[0061] Specifically, when the speed fluctuation curve does not converge, it indicates that the speed fluctuation curve is developing in the opposite direction of the target motor speed. At this time, it is necessary to use the least squares method or the inverse of the golden ratio segmentation method to attenuate the motor demand torque by a preset adjustment amount so that the motor demand torque develops toward the target motor speed.

[0062] Optionally, after completing the secondary adjustment of the motor required torque in S103, the anti-slope control method further includes: obtaining the current motor speed of the vehicle to be controlled, and determining whether the current motor speed exceeds the preset motor speed; if so, exiting PID control.

[0063] Specifically, after the secondary adjustment of the motor required torque, if the current motor speed of the vehicle to be controlled exceeds the preset motor speed, it indicates that the motor speed of the vehicle to be controlled has reached a certain level, which can ensure that the vehicle to be controlled will not slide backward, and the PID control can be directly exited at this time.

[0064] Optionally, after completing the secondary adjustment of the motor required torque in S103, the anti-slope control method further includes: obtaining the current motor speed of the vehicle to be controlled, and determining whether the current motor speed is less than a second preset motor speed; if so, controlling the vehicle to be controlled to enter the anti-slope mode again.

[0065] Specifically, if the current motor speed is less than the second preset motor speed, it indicates that the power provided by the motor at this time is insufficient to ensure that the vehicle to be controlled remains stationary and may even slide backward. At this time, it is necessary to control the anti-slope sliding flag of the vehicle to be controlled to 1, so that the vehicle to be controlled enters the anti-slope sliding mode again.

[0066] Optionally, in S103, after completing the secondary adjustment of the motor demand torque, the anti-slope control method further includes: storing the motor demand torque after the secondary adjustment under the current working conditions, and when the vehicle to be controlled is powered on again and enters the anti-slope mode, the stored motor demand torque is used to compensate for the motor torque.

[0067] Specifically, the current working conditions include but are not limited to the current braking status, throttle status, gear status and slope value of the vehicle to be controlled. After the vehicle to be controlled has passed the last anti-slope mode, the motor torque adjustment process under the corresponding working conditions is recorded. When the vehicle to be controlled is powered on again, if it enters the anti-slope mode again, the minimum value of the stored motor required torque under the corresponding working conditions can be queried and supplemented according to the working conditions of the vehicle to be controlled. That is, the corresponding torque value closest to the target motor speed in the fluctuating motor speed is found, and the motor is controlled accordingly to achieve fast and accurate anti-slope control.

[0068] Figure 2 This is a schematic diagram of adjusting motor torque and motor speed provided by an embodiment of the present invention.

[0069] like Figure 2 As shown, Figure 2 The following table shows the curves for the anti-slope flag (AntiSldFlg), motor speed (MTSpeed), engine speed (EngSpeed), clutch position (ClutchPos), and motor torque (MTTrq) for a controlled vehicle under certain conditions: slope (Slope), throttle (AccPed), brake (BrkPde), and gear (CurrGr). Here, "count" represents the complete primary and secondary adjustments in one anti-slope mode. Correspondingly, "count+1," "count+2," "count+3," and "count+4" represent the four subsequent complete adjustments, which are not detailed here.

[0070] For example, see Figure 2When the vehicle to be controlled is on a certain slope, in forward gear and without pressing the accelerator or brake, and the motor speed is less than A (A is the target motor speed 0), the vehicle to be controlled enters the anti-slope mode. Figure 2 As shown, the value of the anti-slope flag is 1. At this time, the motor demand torque Trq is determined using the dynamic balance condition. When the controlled vehicle uses the motor demand torque Trq to prevent backward slope sliding, the motor speed gradually decreases ( Figure 2 The motor speed approaches point B from point A1, where A1 is less than point A). PID control is then initiated. A certain torque is output, causing the motor speed to gradually increase to point C1, where C1 is the preset motor speed. When the speed exceeds the preset speed, PID control is exited. This completes one anti-slope mode adjustment, or one count.

[0071] See also Figure 2 , it can be seen that after exiting PID control, the motor speed gradually decreases from point C1 to point C2, where C2 is the second preset motor speed. When the motor speed is less than C2, the power provided by the motor is insufficient to ensure that the controlled vehicle remains stationary, and it may even slide backwards. Therefore, it is necessary to enter the anti-slope mode again, that is, the anti-slope flag above C2 becomes 1 again, and the second anti-slope mode adjustment is entered again, that is, count+1. It should be noted that after an adjustment is made using the motor demand torque Trq determined by the dynamic balance condition, since the corresponding adjustment parameters of the anti-slope mode of the previous count have been stored, the torque used halfway from point A to point B can be used for a second adjustment during the count+1 adjustment process, that is, only the adjustment is required. Figure 2 The speed difference marked with △ is sufficient. Correspondingly, the motor torque rise difference is △1 at this time, which achieves the effect of quickly and accurately adjusting the motor torque.

[0072] Figure 3 It is a structural diagram of an anti-slope device provided in an embodiment of the present invention.

[0073] like Figure 3 As shown, the anti-slope control device includes:

[0074] A primary adjustment unit 31 is configured to determine a motor torque requirement based on a dynamic balance condition after the controlled vehicle enters the anti-slope mode, and to perform a primary adjustment on the motor of the controlled vehicle using the motor torque requirement;

[0075] The time determination unit 32 is used to determine whether the stall time of the motor of the vehicle to be controlled exceeds a preset time period;

[0076] The secondary adjustment unit 33 is configured to perform secondary adjustment on the motor required torque based on the difference between the current motor speed and the target motor speed by using PID control if the judgment result of the time judgment unit is yes.

[0077] Optionally, when the secondary adjustment unit 33 performs secondary adjustment on the motor demand torque using PID control, if PID adjustment fluctuation occurs, the secondary adjustment unit 33 further includes:

[0078] The curve generating subunit is used to obtain the speed fluctuation value of the motor and generate a speed fluctuation curve;

[0079] a parameter determination subunit, configured to determine a peak value, a trough value, and a fluctuation attenuation rate of the rotational speed based on the rotational speed fluctuation curve;

[0080] The regulating subunit is used to realize adaptive regulation of the motor demand torque by utilizing the peak value, trough value and fluctuation attenuation rate.

[0081] Optionally, the parameter determination subunit is specifically configured to:

[0082] determining a slope of the speed fluctuation curve based on the speed fluctuation curve;

[0083] The extreme point of the rotational speed fluctuation curve and the fluctuation attenuation rate are determined based on the slope, wherein the extreme point includes a peak value and a trough value.

[0084] Optionally, the regulating subunit is specifically configured to:

[0085] Use the peak value, trough value and fluctuation attenuation rate to judge whether the speed fluctuation curve converges;

[0086] If so, the motor demand torque is attenuated by a preset adjustment amount using the least squares method or the golden ratio segmentation method to achieve adaptive adjustment of the motor demand torque.

[0087] Optionally, the regulating subunit is further configured to: if the speed fluctuation curve does not converge, use the least squares method or the inverse of the golden ratio segmentation method to attenuate the motor demand torque by a preset regulation amount, thereby achieving adaptive regulation of the motor demand torque.

[0088] Optionally, before the primary adjustment unit 31 determines the required torque of the motor based on the dynamic balance condition, the anti-slope control device further includes:

[0089] The mode judgment unit is used to obtain the anti-slope sliding mark of the vehicle to be controlled and judge whether the vehicle to be controlled is in the anti-slope sliding mode.

[0090] Optionally, the anti-slope control device further includes:

[0091] A speed determination unit, configured to obtain the current motor speed of the vehicle to be controlled after the secondary adjustment unit 33 completes the secondary adjustment of the motor demand torque, and to determine whether the current motor speed exceeds a preset motor speed;

[0092] The control unit is used to exit the PID control if the judgment result of the speed judgment unit is yes.

[0093] Optionally, after the secondary adjustment unit 33 completes the secondary adjustment of the motor required torque, the anti-slope control device further includes:

[0094] A storage unit is used to store the motor required torque after secondary adjustment under the current working conditions;

[0095] The torque calling unit is used to compensate the torque of the motor using the stored motor demand torque after the vehicle to be controlled is powered on again and enters the anti-slope mode.

[0096] Optionally, the anti-slope control device further includes:

[0097] The stall determination unit is used to determine whether the motor of the vehicle to be controlled is stalled before the time determination unit 32 determines whether the stall time of the motor of the vehicle to be controlled exceeds a preset time length.

[0098] The device provided in the embodiment of the present invention has the same implementation principle and technical effects as those in the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference can be made to the corresponding content in the aforementioned method embodiment.

[0099] The anti-slope control method provided in the embodiment of the present invention has the same technical features as the anti-slope control device provided in the above embodiment, so it can also solve the same technical problems and achieve the same technical effects.

[0100] In the description of the embodiments of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0101] Finally, it should be noted that the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A method for preventing slope landslide, characterized in that: The anti-slope control method comprises: After the vehicle to be controlled enters the anti-slope mode, determining a motor demand torque based on a dynamic balance condition, and adjusting the motor of the vehicle to be controlled once using the motor demand torque; Determining whether the stall time of the motor of the vehicle to be controlled exceeds a preset time period; If yes, then using PID control to perform secondary adjustment on the motor required torque based on the difference between the current motor speed and the target motor speed; When the motor required torque is secondarily adjusted using PID control, if PID adjustment fluctuation occurs, the anti-slope control method further includes: Obtaining a speed fluctuation value of the motor and generating a speed fluctuation curve; determining a peak value, a trough value, and a fluctuation attenuation rate of the rotational speed based on the rotational speed fluctuation curve; Adaptively adjust the required torque of the motor by utilizing the peak value, the trough value, and the fluctuation attenuation rate; The adaptive adjustment of the motor demand torque by utilizing the peak value, the trough value, and the fluctuation attenuation rate includes: Determining whether the speed fluctuation curve converges by using the peak value, the trough value, and the fluctuation attenuation rate; If yes, use the least square method or the golden ratio segmentation method to attenuate the motor demand torque by a preset adjustment amount to achieve adaptive adjustment of the motor demand torque; The anti-slope control method further includes: if the speed fluctuation curve does not converge, using the least squares method or the inverse of the golden ratio segmentation method to attenuate the motor demand torque by the preset adjustment amount to achieve adaptive adjustment of the motor demand torque.

2. The anti-slope control method according to claim 1, characterized in that: Determining the peak value, trough value, and fluctuation attenuation rate of the rotational speed based on the rotational speed fluctuation curve includes: determining a slope of the speed fluctuation curve based on the speed fluctuation curve; The extreme point of the rotational speed fluctuation curve and the fluctuation attenuation rate are determined based on the slope, wherein the extreme point includes the peak value and the trough value.

3. The anti-slope control method according to claim 1, characterized in that: Before determining the motor required torque based on the dynamic balance condition, the anti-slope control method further includes: Obtain the anti-slope rolling mark of the vehicle to be controlled, and determine whether the vehicle to be controlled is in the anti-slope rolling mode.

4. The anti-slope control method according to claim 1, characterized in that: After completing the secondary adjustment of the motor required torque, the anti-slope control method further includes: Obtaining a current motor speed of the vehicle to be controlled, and determining whether the current motor speed exceeds a preset motor speed; If so, exit the PID control.

5. The anti-slope control method according to claim 1, characterized in that: After completing the secondary adjustment of the motor required torque, the anti-slope control method further includes: The motor demand torque after the secondary adjustment under the current working condition is stored, and when the controlled vehicle is powered on again and enters the anti-slope mode, the stored motor demand torque is used to compensate the torque of the motor.

6. The anti-slope control method according to claim 1, characterized in that: Before determining whether the stall time of the motor of the vehicle to be controlled exceeds a preset time, the anti-slope control method further includes: Determine whether a motor of the vehicle to be controlled is stalled. 7.An anti-slope control device, characterized in that: The anti-slope control device comprises: a primary adjustment unit, configured to determine a motor demand torque based on a dynamic balance condition after the vehicle to be controlled enters the anti-slope mode, and to perform a primary adjustment on the motor of the vehicle to be controlled using the motor demand torque; A time judgment unit, used to judge whether the stall time of the motor of the vehicle to be controlled exceeds a preset time length; a secondary adjustment unit, configured to, if the judgment result of the time judgment unit is yes, use PID control to perform secondary adjustment on the motor required torque based on the difference between the current motor speed and the target motor speed; When the secondary adjustment unit performs secondary adjustment on the motor required torque using PID control, if PID adjustment fluctuation occurs, the secondary adjustment unit further includes: a curve generating subunit, configured to obtain a speed fluctuation value of the motor and generate a speed fluctuation curve; a parameter determination subunit, configured to determine a peak value, a trough value, and a fluctuation attenuation rate of the rotational speed based on the rotational speed fluctuation curve; a regulating subunit, configured to achieve adaptive regulation of the motor demand torque by utilizing the peak value, the trough value, and the fluctuation attenuation rate; The regulating subunit is specifically used for: Determining whether the speed fluctuation curve converges by using the peak value, the trough value, and the fluctuation attenuation rate; If yes, use the least square method or the golden ratio segmentation method to attenuate the motor demand torque by a preset adjustment amount to achieve adaptive adjustment of the motor demand torque; The regulating subunit is further configured to: if the speed fluctuation curve does not converge, use the least squares method or the inverse of the golden ratio segmentation method to attenuate the motor demand torque by the preset adjustment amount, thereby achieving adaptive regulation of the motor demand torque.

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